Crossing guard



Sept. 20; 1932. G. w. GoopMAN 1$878,234

CROSSING' GUARD Filed April 27. 1931 5 Sheets-Sheet l Lun-14 fre-:carafe Sept. 20, 1.932. \G. w. GOODMAN- oRossING GUARD Filed Apri'l 27. 1931 5 Sheets-Sheet 2 .Q. .w....w law@ La ro@ f Sept 20, 1932 G. w. GOODMAN 1,878,234

l cRossING GUARD Filed April 27. 1931 5 Sheets-5h66?l 5 Sept. 20, 1932. G. w. GOODMAN v 1,878,234

CROSSING GUARD. f

Filed April 27, 1931 5 Sheets-Sheet' 4 V 'l' Y rryf Sept. 2o, 1932.

Filed April 27, 19:51

' G.W.GOODMAN CROS S ING GUARD 5 Sheets-Sheet 5 III-III of Fig. 1;

Patented Sept. 20, 1932 UNITED STATES wvrENT oFi-lcl-:f

GLENNW. GOODMAN, nEcEAsEn, LATE' or MEMPHIS, TENNESSEE EY WILLIAM E.:

ROSENFIELD, EXECUTOR, OF MEMPHIS, y'.llEN'NEISSEE CROSSING GUARD y Application led.Aprilf27, 1931. Serial No. 533,023.

This invention relates tov devices for guarding theapproach of streets or highways to railroad grade'crossings, or other street or highway crossings and/or intersections, and particularly-to devices which are actuated bythe approach of a train to said crossings and/or intersections, and which interpose iirst a warning signal and thereafter a positive barrier to prevent vehicles vfrom reaching the crossing. The invention is ofthe lsame. general class of apparatus as is shown in prior Patent No. 1,494,540.

The objects of this invention are:

First to provide a device of the character described which will rise quickly to warning position, then slowly through a limited period and thereafter rises rapidly to blocking position;

To provide means for accomplishing this Varying speed;

To provide means for absorbing the shock incidental to avehicle striking the barrier independent of the hinging means;

To `provide means for supporting loads crossing the barrier independent ofthe hinging means; and f To provide means whereby vehicles leaving the crossing will not be impeded in their movement. y t

The means by which the foregoing 'and other objects are accomplished and the manner of their accomplishment'will readily be understood lfrom the following specification on reference to the accompanying drawings, in which:

Fig.- 1` is a `plan view of the tracks and highway at a grade crossing, showing my inyention applied in operative position;

ig. 2 is a vertical section taken substan. .tially along the center line of the highway and showing the guard' set in blockingpositionas by a approaching train;

Fig. 3 is a section taken as on the line ^Figs. 4 and 5 are fragmentary sections taken as on the line IV-IV of Fig. 1, showing a front view of the guard in partially raised cr warning position and in fully raised or blocking position respectively;

Fig., 6 1s a transverse section on the l1ne Fig. 10 is a fragmentary sectional eleva? tion of the parts adjacent the line IX-IX of Fig. '3; and

Fig. 11 is an enlarged section of the control dash pot.

Referring now to the drawings in which the various parts are indicated by numerals,

10 are therails of a railroad track,.and 11 i a highway which crosses the track at grade.

At predetermined distances from the track and extending transversely across the highv way,'pits are provided in which are disposed metal boxes' or casings 12. Preferably the sides 13, 14 of those boxes-are of channel iron, the channels being connected at their ends by cross channels forming the ends of the boxes, and at intervals, by smaller transverse massi-JED" channels 15 extending across the bottom of the box, all of these parts preferably being secured together by welding.

Preferably concrete bottoms 16 are placed in -the pits and the boxes 12 placed thereon and concreted in. Each box isl provided with a hinged top 17 made up of a plurality of sections, which may be independently vdepressed so that any section can be depressed by a vehicle which has crossed and is leaving the track without aifecting those sections which at the same time are blocking approach to the track. Each section is provided with two or more hinges 'each comprising a block 18 secured to the underside of the top adjacent the back edge thereof and carrying a hinge pin 19 which pin is supported by a pair of resilient brackets 20 which are secured to and supported by the back channel 14 of the box.

be so desired.

Depending from the front edge of the top is an arcuate stop plate or bumper 21 which bumper is adapted to be vswung upward to the dotted position 21-A of Fig. 7, being the positions also indicated in Fig. 2, to form a stop sign and bumper. In accomplishing the movement to the position 21-A the top 17 13, thus providing a solid support independent of the hinge. Likewise in raised position the thrust incident to the impact of a moving vehicle causes the resilient hinge bracket to move rearwardly and transfer such thrust directly tothe channel 13 forming the back of the box. In resisting such action, the front edge of the top section is held against lifting,

by engagement of lugs 21-X (Fig. 7) with the underside of the top flange of the front channel 14. The hi-nge may therefore be made of only sufficient strength to support the weight of the parts instead of being of the strength necessary to support the load or absorb the impact shocks, and hinge movement of the ton may be made without undue friction.

Allvthe top sections of both boxes are raised concurrently. Each box is provid-ed with a reversible motor 23 which preferably is .located in an independent compartment 24, at the end of thebox. Each motor is connected by suitable current wires 25, 25 R which may be a part of the block lighting systern now almost universally employed on railroads, or independent wiring and current source may be used. The current wires lead from both motors to and along the tracks to remote control boxes 26 which are actuated by the passing of a train.

27 is a control box located adjacent the highway which box acting through the current wires 25 R reverses the motors when the train reaches the crossing. The detail and action of these control devices lbeing well known in block signal practice and not being specically a part of the present invention need not be herein set out. Each motor is connected by suitable. gearing 28 preferably worm gearing with a shaft 29 extending longitudinally of the box. y

Secured to the shaft 29 are arms 30 and 31 which are Koscillated therebyL theA action of these being identical except that the varms 3() actuate two sections, and the arm 31 one section, three sections having been shown in the present device. Each arm may handle two secti ons onlv so that were four sections shown,

two arms only would still be necessary, whereas with live or six sections three arms would be necessary. The arm is connected through a link 32 with a second arm 33 mounted on and secured to a rocker shaft 34, and the arm 31 similarly connected. l

The shaft 34 is supported by brackets 35 which are secured to and extend outward from the back channel 13. Mounted on and secured to the shaft 34 as by pins, are hubs 36 from which project arms 37 each having a pawl 38, which engages the teeth of corresponding ratchets 39. The ratchets 39 are in turn provided with hubs 40 to which torsion springs 41 are secured by pins 42. These torsion springs are disposed around the shaft 34, extend therealong in opposite directions from the hubs 40 and have their opposite ends 43 engaged with lugs 44 which extend from forked lifting arms 45. Each of the arms 45 is provided with an integral hub from which it extends, the hubs being oscillatably mounted on non-rotating shafts 47 which are in direct alignment with the shaft 34.'

Each of these shafts 47 is supported at one end by a bracket 48 through which it extends. 49 are sleeves mounted on and supported by the projecting ends of shafts 47. The ends of the shaft 34 also extend into the sleeves 49 and are supported thereby, the sleeves preferably being secured on the ends of this latter shaft as by set screws. The opposite ends of the shafts 47 are carried by brackets 50, through which they project. Secured on these projecting ends are ratchets 51, which are held against rotation by pawls similar to 4the pawls 28. Disposed on and secured toA the shaft 47, is a collar 53 and disposed around the shaft is a balance spring 54 which has one end secured to the collar 53 and the opposite end to the lifting arm 45. This spring acts to lift a top section 17 and is adjusted to practically balance the weight thereof by tightening it through the ratchet 51. Each of the sections is similarly balanced.'

The lifting arm 45 is provided with a yoke 55 to which a connecting rod 56 is connected by a pin 57. The opposite end of this connecting rod 56 is connected by a' pin 58 and bracket 59 with the arcuate bumper 21, of

its top section 17, each top section being similarly connected.

'Disposed parallel to the driving shaft 29 and the rocker shaft 34, is a countershaft 60 which shaft is oscillatably mounted in the bracket 35 and additional bracketsas 61, 62. This shaft crosses the path of one of the lifting arms 45 and for that reason is provided with an offset yoke 63 which lies between th eL bracket 61 and 62. This yoke is rigidly connected to the two sections of the countershaft 60 and causes these sections to act as of a dash pot 66, the action of which will be hereinafter, described. Likewise secured to the shaft 60 are a plurality of arms 67, one for each of the top sections. Depending from each top section is a rod 68, connected by a pin 69 and a bracket 70, with-its top sectlon and which rod passes through asuitable hole in a hub 71 which projects laterally from the arm 67. Disposed on the end of the rod 68 is a nut 72. The rod 68 may thus move freely downward through the hub 71 but is prevented from moving upward when the nut 72 seats 'against'the underside of the hub 71.

The dash pot 66 is pivotally supported by a pin 75 which projects laterally therefrom near the bottom thereof and which in turn is -supported by a pair of transverse members..

76 extending from the front channel 14 to the rear channel 13 and preferably secured inder in which is mounted a plunger 80, this plunger being provided with the usual cup leather 81. T heupper end of the dash pot is closed by an annular flange 82 securedin place by an annular cap 83 between which may be disposed stempacking 84 should it be so desired. Intermediate the height of the cylinder wall are ports 85, 86, which are independently regulated by needle valves 87, 88, respectively. These ports lead from a passageway 89` which is in communication with the interior of the bottom of the cylinder..

The plunger 80 is providedwith 'a central passageway 90 in direct communication at its upper end with the interior of the cylinder and at its lower end has ports 91 which are closed on the downward stroke' of the plunger by a spring controlled check valve 92, which valve opens on the upward stroke of the plunger to allow free return How from the upper part of the cylinder to the lower part thereof. The plunger also is provided with an annular passageway 93 which is in communication through a suitable passageway with the bottom of the cylinder.

A lt will be understood that the dash pot is substantially filled with oil, that it acts only on the downward stroke of the plunger and that at the beginning of such stroke the cup leather 81 is positioned immediately below the port 85. Downward movement of the plunger forces oil through the passageway 89 and the port 85 into the upper part of the cylinder. The speed with which oil flow is allowed is controlled by the amount of opening of the needle valve 87, and this particular speed of flow continues until the cup leather passes the port 86, thereby establishing communication through both ports to the upper portion of the cylinder. Thereafter such speedof flow as may be desired may be obtainedy by regulation of the needlevalve 88.

The arcuate bumper 21 of the sections is preferably painted as showndn Figs. 4 and 5 with the word STOP, repeated such number of times as may be desired, occupying anl upper belt somewhat less than half the depth of the bumper, and with alternate black and white lines as shown in Fig. 5, occupying the lower and larger belt. If'desired red glassreflectors 95 such as are commonly used in stop signs maybe inserted along the upper edge of the block between vthe various repetitions of the word STOP and should it be so desired light bulbs may be positioned as is usual behind any or all of these, such lights being operated by the same circuit as that `which operates the motors.

In using this device two of the boxes are installed at eachcrossing of the highway with the railroad. Each box having the bumper facing away from the track and in the path of approaching vehicles.

During the time when no trains are approaching the crossing, the tops of the boxes -lie flush with the pavement, vehicles passlng thereover merely slightly depressing the hinged edges so that the weight of the ve` hicles is carried by solid material.

As a train approaches, the engine passing the control box establishes a circuit through the motor which is maintained during the minute fraction of time, ordinarily from three to five seconds which is necessary for the actuation of the motor to raisethe tops 17 and bumpers 21 to their full height. Thereafter the control box, as is usual in such devices, cuts off and is not further affected by train movement and such inaction continues until the usual time relay of such control again acts or until the train reaches thecrossing and acting through the control box at such point reverses the action of the motor for a similar length of time.

During the action of the motor the shaft 29 is cscillated approximately 90 degrees moving the arm 30, the connecting link 32 and thc shaft 34 correspondingly. This motion is transmitted to the lifting springs 41 and these springs are given the full amount of movement necessary to raise the box tops to their full height-and the strain necessary for` such purpose is transmitted through these springs to the lifting arms 45 and through these arms and the connecting rods 56 to the bumpers and top sections. This strain acts almost instantaneously to raise the bumpers and displa the warning lights and the words .STOP. At this time also the nuts 72 of the rods 68 seat against the hubs 71 of the arms 67, and, through the counter shaft 60 and'arm 64-the v dash pot action is brought into play to check vand regulate further movement. Further movement of these parts is accomplished only at such speed as the dash pot will allow. This upward movement which may be regulated as desired by adjustment of the needle valves is thereafter very slow until the cupleather of the plunger in its downward movement reaches and passes the lower port so that the warning words STOP which were quickly moved into position, for an additional period, move very slowly and give ample warning to approaching traffic that the\device is in operation, and a train is approaching. During such upward movement and until the end of this second period upward projection of the stop block is so slight that an approaching vehicle readily forces the bumper downward and passes thereover so that` vehicles which are too close to the sign to stop may with safety and without discomfort pass over the device. It will be noted in this connection that only the lifting power of the springs need be overcome and that such downward motion 4 merely relieves the pressure on the dash pot but is in no way affected by or transmitted to the dash pot itself.

At the end of this second period the dash pot plunger uncovers the lower needle valve port and rapid upward movement of the sign and stop block is permitted. Thereafter the device becomes an actual bumper to positively prevent vehicles approaching the track, and vehicles approaching which have not obeyed the command of the stop sign are forcibly prevented from passing.

It will of course be understood that in any position of the tops, a. vehicle passing away from the tracks may push the tops down and pass thereover with entire ease and safety, and that immediately after such passage the device will resume its blocking and warning position. l

It will be understood that the balance springs `are for the purpose of balancing the comparatively light and the actuation thereof will require little power.

The foregoing description has been confined to the device as applied to a highway approach to a railroad crossing but it will readily be understood that it is equally applicable to street or highway crossings or intersection with other streets or highways.

Having described the invention, what is claimed is:

1. A crossing guard, comprising a bumper disposed across a highway approach to said crossing below the surface thereof and adapt- J ed to be elevated above saidl surface, an intermediate member actuatably carried by said casing, resilient means connecting said intermediate member and said bumper, means for actuating said intermediate member to raise said bumper, and means connected to said bumper for restraining upward speed thereof` and means for decreasing restraining action at a predetermined point.

2. A guard for a crossing, comprising a bumper disposed across a highway approach to said crossing below the surface thereof, and adapted to be elevated above said surface, an intermediate member actuatably carried by said casing, resilient means connecting said intermediate member and said bumper, means for actuating said intermediate member to raise said bumper, means connected to said bumper for restraining upward speed thereof, and means actuated by said restraining means for decreasing restraining action at a predetermined point.

3. A guard for a crossing, comprising a bumper disposed across a highway approach to said crossing below the surface thereof and adapted to be elevated above said surface, an intermediate member actuatably carried by said casing, resilient means connecting said intermediate member and said-bumper, means for actuating said intermediate member to raise said bumper, means connected to said bumper for restraining upward speed thereof, means actuated by said restraining means for decreasing restraining action at a predetermined point, and means for reversely actuating said member.

4. In a guard for a crossing, a casing, a cover therefor, a bumper secured to the front edge of said cover, extending downward and seating within said casing to support the front edge of said cover, a support carried by said casing and disposed below the rear of said cover and a resiliently supported hinge secured to said cover and said casing, normally supporting the rear of said cover out of contact with said support.

5. In a guard for a crossing, a casing, a cover therefor, a bumper secured to the front edge of said cover, extending downward and seating within said casing to support the front edge of said cover, a support carried by said casing and disposed below the rear o-f said cover, an abutment disposed behind said cover, and resiliently supported hinges secured to said cover and said casing, normally supporting the rear of said cover out of contact with said support, and said abutment.

6. In a guard for a crossing, a casing, a cov- -er therefor, a bumper secured to the front edge of said cover, extending downward and seating within said casing to support the front edge of said cover, a support carried by said casing and disposed below the rear of said -cover and hinges each having one leg secured to said cover and each having a resilient leg Mlif llO

secured to said casing, said hinges normally supporting the rear of said cover out of contact with said support.

7. In a guardfor a crossing, a casing, a cover therefor, hinges each having one leg secured to the rear edge of said cover and each having a resilient leg secured to said casing,

a bumper" depending from the front edge of said cover within said casing, and supported therein, and a support within said casing for I the rear edge of said top, said top being normally held out of engagement with said support bysaid hinge. I I

8. A guard for a crossing, comprising a casing, a hinged cover therefor and means for raising saidcover; said casing having a reentrant top front edge, said cover having its hinges resiliently supported by said casing,

-said casing extending upward behind said cover to form an abutment for the rear thereof, a support integral with said casing extending beneath the rear of said cover, butout of contact therewith, a bumper secured to the forward edge of said cover and depending within said casing, and members extending forwardly from the lower edge of said bumper, and adapted to engage said re-entrant edge when said cover is raised, whereby raising of said top is limited and thrust due to impact against said bumper is taken by) said members and said support independent of said hinges.

9. A guard for a crossing, comprising a bumper disposed across a highway approach to said crossing below the surfacethereof and adapted to be elevated above said surface, means for exerting pressure to raise said bumper, means connected to said bumper for restraining upward speed thereof, and means for decreasingsuch restraining. action at a predetermined point.

10. A guard for a crossing, comprising a bumper disposed across a highway approach to saidcrossing below the surface ther'eof and adapted to be lelevated 'above said surface, means for exerting ressure to raise said bumper and for releasing said pressure, means connected to said bum erfor restraining the raising speed thereo and means for decreasingsuch restraining action at a pre'- determined point. n

In testimony whereof I hereunto aiiix my signature.

Y W.- B. ROSENFIELD, E'eoutor for Glenn W. Good/man, Deceased.. 

